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This paper aims to attempt to investigate if the now-existing upstream Sost Dry Port in Gilgit-Baltistan and the prospective midstream Havelian Dry Port in Khyber Pakhtunkhwa, both part of One Belt One Road (OBOR), are expected to compete against or complement each other in terms of port efficiency and location, and which of the two ports should first be developed in the wake of uninterrupted logistics flow of cargo on the Economic Corridor.

Analytic hierarchy process (AHP) has been used for multi-criteria decision making by the stakeholders. Five main criteria for transhipment port selection, ranging from port location, port efficiency, intermodal connectivity, port costs and cargo volume were used with three sub-criteria each.

This study demonstrates the results that favour physical infrastructural development initiatives prioritized for the Sost Dry Port in view of its strategic location as the upstream supply chain node on the Economic Corridor, imparting efficiency to the logistics flow.

Results of this study may assist policymakers in achieving goals like enhancing trade facilitation, reducing congestion and increasing cargo security on OBOR.

To the best of the authors’ knowledge, this is the first study of its kind that analyzes priority for immediate development intervention for either Sost or Havelian Dry Port, both located on CPEC – OBOR supply chain.

This paper focuses on dry port as a key notion in port-hinterland development. We first discuss the concept of dry port by reviewing existing literature. Then, we explore the reasons behind the emergence and development of inland node systems in different geographical, economic and institutional contexts. Next, the paper presents a classification of dry ports based on a multitude of factors and dimensions and the respective benefits to different parties. The study then focuses on the specific characteristics of dry ports and associated transport networks in developing countries.

In the last part, we present a case study on the dry port system in Vietnam by reviewing the seaport and inland transport system and analyzing the current status of inland terminals in Vietnam. To conclude, a SWOT analysis is presented with regard to the development of the dry port network in Vietnam, followed by recommendations for policy makers.

This paper aims to identify the scale efficiency of dry ports in Brazil and its main technological drivers.

This paper uses the Data Envelopment Analysis (DEA) model in two stages. The first stage of the DEA was used to measure the efficiency of the dry ports. In the second stage, the Bootstrap Truncated Regression (BTR) was applied to explore the relationship between efficiency and the factors analyzed. The inputs, outputs and contextual variables for this analysis were extracted from the secondary database provided by Revista Tecnologística.

In the first analysis stage, a high level of idleness was verified in the operations. The contextual variables in the second stage were significant: Certification, Warehouse Management System (WMS), barcode and Radio Frequency Identification (RFID). Results corroborate the positive impact of Information Technology (IT) coordination processes on logistics performance.

Results show that dry ports operate below their technical and operational capacity and that the sector's lack of regulation in Brazil can facilitate and encourage the use of ports and marine terminals by importers and exporters.

Application of two-stage DEA measures efficiency as a sectoral benchmarking tool.

This paper aims to explore the comparative analysis of marketing strategies between seaports and dry ports. Second, this paper proposes a recommendation to improve marketing approaches in both nodes.

This research analyzes current marketing approaches to improve the freight volume and enhance interrelation between them for a comprehensive collaboration in the freight supply chain. This research employed semi-structured interviews via an e-interview questionnaire.

The result shows that dry port and seaport practice a mixed marketing strategy. Some marketing elements that a seaport applies are also applied by a dry port, like focusing on the target customer, joining exhibitions and face-to-face meetings. Customized service to clients, frequent discussion on the effective marketing plans and increasing the facilities at the seaport and dry ports can improve the marketing strategies in dry port and seaports.

Seaports are the critical components in esteem-driven context, which add to supply chains by creating value-added services in the transport chain. Nonetheless, research between dry ports and seaports has increasingly drawn the attention of scholars during the last decade. Having said like that, there have not been any pragmatic studies undertaken in the Malaysian context that mainly discusses the marketing prospect of the dry ports and seaports especially during COVID-19 outbreak.

The importance of international dry port integration in the supply chain has received a great deal of attention and been widely discussed in the literature. This study empirically examines the relationship among dry port logistics supply chain integration (DPLSCI), its operational performance (OP) and dry port competitiveness (DPC) in the context of China.

The authors developed a structured questionnaire based on the supply chain integration (SCI) theory and resource-based view, and collected data from the dry port operation enterprises and their stakeholders in central and western China. A structural equation model (SEM) is used to test the research hypotheses.

The results demonstrate that DPLSCI has a positive effect on logistics cost performance (LCP) and service quality performance (SQP), which further improves DPC. Meanwhile, OP (LCP and SQP) is a full mediator between DPLSCI and DPC.

This paper provides guidelines for dry port operators and their stakeholders to integrate supply chain resources and develop the OP for improving the overall competitiveness of an international dry port. The government could also invest in physical infrastructure and system platform to strengthen the OP of a dry port and further enhance its competitiveness.

The authors emphasise that the international dry port is a proactive and integrated system in providing a supply chain logistics service. This study fills up a research gap in the extant literature on theoretically proposing and empirically testing a new theoretical model. It also contributes to dry port stakeholders by providing useful guidelines to enhance OP and dry port competitiveness.

Congestion at Ghana’s main seaports is a problem that has received much attention recently. This is as a result of continuous increase in containerized cargo. To increase the capacity of Ghana’ seaport, the Ministry of Transport through the Ghana Shippers Council initiated the Boankra Inland Port Project. The aim of this paper is to assess the feasibility and economic effects of implementing the Boankra Inland Port as a solution to reduce congestion at the main seaports, as well as reduce transportation cost.

The location of the inland port was assessed using the gravitational model. Data for the gravitational model are distances from the main seaports in Ghana and Boankra Inland Port to major hinterland destinations and population of the destinations. Also, 210 respondents were selected and interviewed on contribution of the dry port concept to the economy and transportation management in Ghana.

The results of the gravitational model support the location of Boankra as an inland port. A further comparison between Tema and Takoradi shows that Tema has a better location as a distribution center than Takoradi.

Although Tema and Takoradi are the main seaports in Ghana, the implementation of the Boankra inland port will reduce the transportation cost for cargo with hinterland destinations, therefore making it a rational and cost-efficient location for transit transportation.

This paper is among the first significant attempts to evaluate the suitability of inland port implementation in Ghana.

A close dry port with direct rail connection to a seaport is a potential solution for seaport terminal congestion as well as for better seaport inland access. The purpose of this paper is to investigate and define impediments to a close advanced intermodal terminal – dry port implementation.

Comparative case studies through face‐to‐face interviews and a literature review have been carried out in order to accomplish the purpose. In addition, secondary sources such as reports, internal documents and web pages were used.

The most common factors that impede dry port implementation are infrastructure, land use, environment and regulations. Hence, the same reduce the efficiency of freight movements on land access routes to and from seaports. An advanced intermodal terminal must fit into a complex system where the necessary infrastructure is in place and the regulatory systems are properly designed to optimize the involvement of both the public and the private sector.

Empirical data for the case studies are collected at Port Botany, Sydney, and its close intermodal terminals. A more comprehensive view of the problem could be obtained through additional case studies on other countries' seaports' intermodal terminals.

The idea behind the study is to contribute to a better understanding of the concept of close dry port through the factors that influence the implementation of the same and thereby to improve knowledge of the implementation of the concept.

The purpose is to identify the main characteristics of dry ports (DPs) in Brazil, discussing the role of this logistic player, challenges and opportunities. Furthermore, this study provides a structured framework to drive DP decision-makers, identifying and assessing a network of means–end objectives, which could be replicable to other contexts.

This article approached initially a literature review and exploratory research to discuss the main characteristics of DPs in Brazil. The second step was to conduct a qualitative analysis following the value-focused thinking (VFT) approach in two case studies in Pernambuco state to assess the achievement of the main objectives.

This article identified that the main characteristics of DPs in Brazil are offering additional services with a cheaper storage cost, handling mainly import cargo and being connected to seaports through highways. Moreover, this study resulted in a framework to assess the objectives of DPs, which could be replicable in other contexts, improving the current operations of DPs.

The framework to assess DPs' objectives bridged the gap between the literature and the practice working as a tool to drive decision-makers to improve the current performance of DPs in Brazil. Additionally, the main issues, challenges and opportunities discussed provide managers, policymakers and DPs operators with valuable insights into this theme.

This paper is the first study to present a framework to assess the objectives of DPs as a valuable tool to drive decision-makers to improve DPs operations. From this study, lessons could be learned and the process described could be replicable in other countries.

The purpose of this paper is to illustrate the evaluation of three innovative project options for the transformation/upgrading of the Port of Genoa‐Italy according to the community impact evaluation (CIE).

This takes the form of a comparison of two different methodological approaches: on the one hand, that developed by Lichfield for CIE and, on the other, an experimental type variation to CIE, defined here as “weighted evaluation approach.” The first approach is based on the hypothesis that the community sector determines the preferential sector only to the extent to which the impact in which the sector is directly involved occurs. According to the second approach, all the impacts deriving from implementation of the project are considered, also according to the importance (assigned according to a percentage weight) attributed by each sector according to its interests.

It is possible to measure the importance of application of the transformation project as, also for community sectors that could apparently oppose this and are favourable to the hypothesis of non‐intervention, the evaluation highlights that the benefits outweigh the costs for these sectors. Lastly, although based on different hypotheses, both the methodological approaches adopted establish a preference for the same design solution as it generates benefits with regard to socio‐economic aspects, also with due attention to environmental issues. In both approaches, the preferred solution is the number three, according to which the quayside of the Port of Genoa is transformed into an island connected via an underground gallery to the tunnel in the Apennines.

Application of the “weighted CIE” method illustrated here represents a proposed variant to Lichfield's method, in an attempt to consider all the impacts generated by a project on each community sector; although it requires further testing and tuning, this variant may lay the basis for comparing possible evolutions of the method.

Going beyond the usual approach of measuring port performance – focusing on the efficiency of port operations – this paper aims to look into shipping lines and other port users’ perceptions on port performance.

The paper develops a framework measuring the perceptions of port users (i.e. shipping companies, shippers, etc.) on port performance. A typology of elements that shape port users’ perceptions has been developed with an eye on capturing the peculiarities of different port markets. Based on this typology, a tool to assess users’ perspectives, and subsequently evaluate, any given port has been developed. The tool provides port authorities the flexibility they need for customized approaches. The developed evaluation mechanism has been tested on a group of European seaports, and the results are presented by this study.

The framework and its pilot application unveil the key parameters that port users take into consideration when evaluating the effectiveness component of port performance. Moreover, the importance and evaluation ratings of specific performance parameters allow for a GAP analysis of the collected data.

The paper advances scholarly and practical discussion on how of port users’ perceptions can be a valuable tool for port performance measurement.

The proposed tool can be a valuable add-on for port authorities to evaluate their performance from the port users’ point of view and take the necessary actions to improve it. Also, the tool can be used for the evaluation of a new process, infrastructure. The evaluation of port users’ perception of port performance can and must be part of a European ports observatory, as it is a set of indicators that clearly reflects the satisfaction of port users by engaging their view on port performance issues, instead of relying almost exclusively on port-generated data.

The paper develops a framework for measuring port user’s perception on port performance, which is flexible and can be applied in any port.